The milling business now represented by Mr. Ogilvie was begun by his grandfather, who, in 1801, erected a mill at Jacques Cartier, near Quebec, and also one at the Lachine Rapids, in 1808. In 1860 he became a member of the firm of A. W. Ogilvie & Co., then formed, whose transactions in grain soon became very extensive, resulting in the building of the “Glenora Mills,” at Montreal, and others of large capacity at Goderich, Seaforth and Winnipeg. On the death of Mr. John Ogilvie, in 1888, Senator A. W. Ogilvie, having retired in 1874, Mr. W. W. became the sole member of the firm, and has since proved himself a man of marvellous executive ability. He went to Hungary to see the roller process at work, where it came into use in 1868, and was one of the first to introduce it into this country. He acquired by purchase the famous Gould Mills in Montreal, at a cost of $250,000, thus adding 1,100 barrels to his daily milling capacity, which, at the present time, is about 9,000 barrels a day. The annual output of Mr. Ogilvie’s mills is about 2,500,000 barrels. About 30 per cent. of that amount is exported to different European countries; and, recently, a demand has arisen in Japan, Australia, and even in the Fiji Islands, for “Ogilvie’s Hungarian flour.” The balance is sold in all parts of the Dominion. Mr. Ogilvie purchases between four and five millions of bushels of wheat annually, and is rich in elevators, having as many as sixty-nine of these for his own special use in various parts of the country. In carrying on his extensive business he occasionally charters whole fleets of lake steamers and barges, and it is said of him that he is as fair in his business methods as he is generous in his charities. Mr. Ogilvie is a director of the Bank of Montreal, ex-President of the Montreal Board of Trade, and largely interested in several of the leading commercial interests of Canada. DEEPER WATERWAYS. The enlargement of the St. Lawrence and Erie canals cannot fail to prove advantageous to the inland shipping trade; but, so far from solving the question of “cheapest transportation,” it seems rather to have accentuated the demand for greater facilities of a like kind. The cry for “deeper waterways” has been in the air for many years, but never has it been louder than just now. The first enlargement of the St. Mary’s Falls Canal in 1881, and the subsequent deepening of the channels connecting the Upper Lakes had the effect, almost immediately, of doubling the tonnage of vessels plying the lakes and of producing a corresponding reduction in the rates of freight. The increase of the commerce of the lakes, incredible to those who are not engaged in it, and what appears to be its limitless future, have been keenly discussed in conventions as well as on the floors of Parliament and Congress for a number of years past, but it was only in 1894 that the movement assumed an organized form.